When DaimlerChrysler decided to broaden the Jeep brand by offering the first front-wheel-drive Jeep, they tested a number of different concepts with consumers. These tests found that two very different concepts tested well, but with different groups of consumers. So they decided to not decide between them, and instead to offer both.

Late last summer the first of these arrived, the radically styled Jeep Compass. I drove and reviewed it, and found much not to like. Especially the styling, which resembles that of the Pontiac Aztek. But the engine, steering, and interior also left much to be desired.

Early this year the related Patriot reached dealers. The engine, steering, and interior are either identical or very similar to those in the Compass. The main difference is the exterior styling. The Patriot, like the Jeep Commander, resembles the classic Cherokee sold from about 1983 to 2001. In other words, it's a box.

So, how much difference can an exterior make? For sake of thoroughness, I took one for a test drive to find out.

Styling

Anyway, the Jeep Patriot is much more attractive than the Compass. And, to my surprise, the long front overhang required by the transverse powertrain (the engine sits ahead of the front axle) actually helps, a rarity. It lends the Patriot an aggressive, ready-to-pounce appearance lacking in the Commander, and even in the original Cherokee. Otherwise, the Patriot's styling captures the straightforward ruggedness that made people so fond of the Cherokee (and classic Volvos). I like it.

Inside there is no improvement over the Compass. Hard plastics and straight edges abound. The whole looks and feels extremely cheap. For the past decade every manufacturer has talked about how much interiors need to improve to stay competitive. And Chrysler gives us this? You won’t find a cheaper interior in any currently sold vehicle that I’m aware of. The cargo area floor is a remarkably flimsy sheet of plastic. The standard cloth isn’t rich, but at least looks and feels rugged. The untextured optional leather looks like cheap vinyl.

Accommodations

As in an increasing number of compact vehicles, you sit higher in the Patriot than in a regular car. Like the related Compass and Dodge Caliber, the new Jeep is a butch riff on the Pontiac Vibe / Toyota Matrix concept.

Forward visibility is less of an issue in the Patriot than in the Compass because the A-pillars are more upright and less obtrusive. On the other hand, the roof extends far forward, as in a Hummer (or Commander or Chrysler 300 seden), so you'd better stop well back from traffic lights if you want to be able to catch the green.

The front seats are fairly comfortable, and provide adequate support in turns. The standard cloth would do better than the slick leather in the Patriot I drove.

The seats are mounted a couple inches higher in the Patriot and Compass than in the Caliber. Benefits include more thigh support in the rear seat and two to three inches more total legroom. While the rear seat in the Caliber is too low for comfort and just adequate in terms of roominess, those in the Patriot and Compass is a decent place to spend some time. The cushion and seatback could be better contoured for support and comfort, but this is true of nearly every hatchback and compact SUV.

Cargo capacity is the best of the three sibs, courtesy of the nearly vertical liftgate. As I mentioned earlier, the hard plastic floor in the Patriot looks and feels cheap. One plus: the front passenger seat in most Patriots folds to further extend the cargo area.

The interior is not without some creative details. The optional Boston Acoustics sound system includes a pair of speakers mounted to the tailgate. When the tailgate is open, these can be swiveled down to aim rearward. Should be great for outdoor parties. A removable flashlight snaps into the ceiling in the cargo area. I do wonder how much it will cost to replace when it inevitably gets misplaced.

On the Road

Like the Compass, the Jeep Patriot has as standard equipment the most powerful of the three four-cylinder engines offered in the related Dodge Caliber, a 2.4-liter supposedly good for 172 horsepower. I say "supposedly" because one again this engine felt wheezy and anemic throughout my test drive. Even with the aid of the CVT it struggled to move the roughly 3,100 pound curb weight of the front-wheel-drive model I drove. With all-wheel-drive it would be even more sluggish. Sure, Jeeps aren't necessarily quick, but their engines should sound tough and rugged, not buzzy and wheezy like this four. Competitors increasingly offer powerful V6s; the Jeep is behind the times in offering only a four.

The five-speed manual might yield quicker acceleration, and will at least eliminate the disconnected feel that affects pretty much every CVT. I'm often okay with CVTs in cars, but in a Jeep? Not in this case, and maybe not in any case. Sorry, but this powerrain runs counter to the character projected by the exterior. We've got a sheep in wolf's clothing.

Unlike the Compass, the Patriot is available with a CVT modified to provide a creeper ratio. This allegedly makes it suitable for off-road use. Sorry, but I have a hard time envisioning this powertrain buzzing its way along the Rubicon Trail.

Steering is another weak area. The Patriot did not suffer from as much on-center play as I encountered in my test drive of the Compass. But steering feel once again ranged from barely there to not there at all. "Vague and dull" pretty much defines the Patriot's handling. Lean in turns is moderate, but nothing about the Patriot suggests that it wants to be driven quickly along a curvy road.

Ride quality is perhaps the most car-like aspect of the vehicle. Noise levels are low around town and moderate on the highway. The suspension handles most road imperfections with little fuss. But the ride in the average compact car is smoother still, with less SUV-like busyness over heavily patched roads.

Safety

If the sloppy handling gets you into trouble, an impressive array of standard safety features for the price range should minimize the risk of injury. These features include stability control and side curtain airbags, both of which are linked to a rollover sensor.

Jeep Patriot Price Comparisons and Pricing

On my automotive data site, truedelta.com, the Jeep Patriot is most often compared to the Subaru Forester. The Subaru lists for about $2,800 more than an all-wheel-drive Patriot, but adjusting for feature differences narrows the gap to about $900. Why the large adjustment? Because even air conditioning and power windows and locks are optional on the base Patriot. Also, the Subaru has a $2,000 rebate, while the Patriot (so far) has none.

Prices change frequently, and differences will vary based on feature level. To quickly generate this and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)

TrueDelta's page for the Jeep Patriot:

http://www.truedelta.com/models/Patriot.php

Last Words

I like the exterior of the Jeep Patriot much more than that of the closely related Jeep Compass. Which makes the cheap interior, wheezy engine, and sloppy steering even harder to accept. The exterior promises far more than the mechanicals can deliver. There are the makings of a real Jeep here, but much work remains to be done, beginning with a more suitable powertrain.

As with the Compass, a major strength of the Patriot is its relatively low price. But I suppose the roomy interior also deserves a mention. Enough for my recommendation? Not by a long shot.

A note on Jeep Patriot Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy a Patriot rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Jeep Patriot reliability comparisons.

Before I can report results, I need data on all cars--not just the Patriot--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. For non-participants, this access will cost $24.95.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

My reviews of related vehicles:
Honda CR-V review
Hyundai Tucson review
Jeep Compass review
Jeep Liberty review
Kia Sportage review
Toyota RAV4 review